WO2020054733A1

WO2020054733A1 - Travel route creation system

Info

Publication number: WO2020054733A1
Application number: PCT/JP2019/035585
Authority: WO
Inventors: 宗明福岡; 勝又　俊介
Original assignee: Ｗｈｉｌｌ株式会社
Priority date: 2018-09-11
Filing date: 2019-09-10
Publication date: 2020-03-19
Also published as: US20210089037A1; CN112236647A; EP3851800A1; EP3851800A4; JPWO2020054733A1

Abstract

This travel route creation system creates a travel route for a personal mobility device, and is provided with a control unit for creating, on the basis of map data indicating a level difference 122a or an incline 122b that can be traveled by the personal mobility device, a travel route in which the angle of approach to the level difference 122a or the incline 122b is at least 45° when the control unit creates a travel route in which the personal mobility device passes through the level difference 122a or the incline 122b.

Description

Travel route creation system

The present invention relates to a travel route creation system.

As a vehicle control system for a vehicle, the vehicle includes map data of a road on which the vehicle can travel, and when the road on which the vehicle travels has a plurality of lanes, determines a lane on which the vehicle should travel, and partially controls the travel of the vehicle. There is known a method in which the processing is automatically performed (for example, see Patent Document 1).

JP, 2018-91711, A

In recent years, attempts have been made to introduce automatic driving technology into electric personal mobility in which one person sits and rides. However, there are various demands for single-seater electric personal mobility, such as small size in view of use in a house or a building, and light weight in consideration of loading on a car. For this reason, the capacity of the battery of the personal mobility is limited, and if the amount of power of the battery decreases quickly, the rider cannot go far without anxiety.

自動車 Here, the car travels along the road, so the driving route during automatic driving of the car is along the road. On the other hand, personal mobility travels on sidewalks, in buildings, on the premises of stations, in plazas, in parks, and the like, and the traveling route does not follow anything. For this reason, there are several, at most about a dozen or so, driving route choices during autonomous driving of a car. It is double.

(4) As described above, if there are innumerable choices of traveling routes, the calculation time will be long, and if the calculation time is long, the amount of power consumed in the calculation will be large. This is not desirable for personal mobility. Also, once the driving route of the vehicle is set, there is a relatively low possibility of being changed thereafter. However, in personal mobility, it is necessary to sequentially change the traveling route according to the movement and existence of other people, bicycles, other objects, etc. existing on sidewalks, buildings, station premises, open spaces, parks, etc. is there. Since the successive change of the traveling route leads to the power consumption by the calculation, the rider is worried about the reduction of the electric power of the battery, and the comfort of the rider is reduced.

道路 Also, the roads on which cars run are made for running cars. For this reason, the roads on the map are basically suitable for driving a car. On the other hand, sidewalks, buildings, station yards, open spaces, parks, and the like on which personal mobility travels are not made for personal mobility travel. For this reason, there are many steps, inclines, and the like that cause the passenger to be stressed when traveling in personal mobility. Even if the height of the step is 1 cm, the rider may feel uncomfortable, surprised, fearful, or the like when personal mobility runs on the step.

The present invention has been made in view of such circumstances. One of the objects of the present invention is to provide a travel route creation system that can improve the comfort of a passenger.

A first aspect of the present invention is a travel route creation system for creating a travel route for personal mobility, comprising: first map data indicating an area where the personal mobility can travel; A control unit for creating a travel route of the personal mobility based on the second map data having information on safety at the time.

For example, the first map data includes position and area data of a sidewalk, a building, a station yard, a square, a park, and the like, and the second map data includes a sidewalk, a building, a station yard, a square. It has information on steps, slopes, and the like that exist in the park, in the park, and the like. In this aspect, since the second map data having information on the safety at the time of traveling or stopping of personal mobility is used, setting of the traveling route in consideration of the safety at the time of traveling or stopping of personal mobility is set. Is performed.

It is also possible to create first map data having almost all positions and areas such as sidewalks, buildings, stations, squares, parks and the like. Further, since the position and area of the sidewalk, the building, the premises of the station, the plaza, the park and the like do not change so frequently, once the first map data is created, the update frequency is not so high. On the other hand, it is difficult to create the second map data having almost all the information regarding the safety of the personal mobility at the time of traveling or stopping. For example, it is difficult to grasp all the steps, slopes, and the like existing on the sidewalk, in a building, in the yard of a station, in a plaza, in a park, and the like from the viewpoint of a passenger of personal mobility in a short period of time. Further, the first map data includes detailed shape information, position information, and the like of each element, and it often takes time to add data to the first map data. On the other hand, in this aspect, it is possible to update the second map data having, for example, a simple data structure different from the first map data. For this reason, the second map data can be updated successively, and a travel route that matches the personal mobility passenger's request can be set.

A second aspect of the present invention is a travel route creation system for creating a travel route for personal mobility, comprising: map data indicating an area where the personal mobility can travel; information on a current position of the personal mobility; A server that sets a plurality of passing points at intervals between the current position and the destination based on at least the information of the ground, a sensor provided in the personal mobility, A control unit that receives information on the passing points and creates a traveling route between the plurality of passing points using data obtained by the sensor so as to sequentially pass through the passing points or the vicinity thereof.

The control unit creates a traveling route between a plurality of passing points. That is, if a traveling route to the next passing point has been created, the vehicle can arrive at the passing point or in the vicinity thereof. That is, even when it is necessary to change the traveling route of personal mobility according to the movement, presence, etc. of a person, a bicycle, another object, or the like, the control unit need only change the traveling route to the next passing point. . Therefore, it is possible to reduce the power consumption due to the successive change of the traveling route. When the control unit is operated by the personal mobility battery, the power consumption of the personal mobility battery is reduced, and when the control unit is a tablet computer or the like, the power consumption of the battery is also reduced. This leads to an increase in passenger comfort.

A third aspect of the present invention is a travel route creating system for creating a travel route for personal mobility, wherein the personal mobility is based on map data indicating a step or an inclination at which the personal mobility can travel, and When creating a travel route that passes through a slope, a control unit is provided that creates the travel route such that an approach angle with respect to the step or the slope is 45 ° or more.

When the front or rear wheels of the personal mobility are omnidirectional wheels, the approach angle, that is, when the acute angle between the vehicle longitudinal direction of the personal mobility and the extending direction such as a step is small, the omnidirectional wheels enter the step. Sometimes it is easy to move in unintended directions. A similar phenomenon may occur when the front or rear wheels of personal mobility are other wheels. In the above aspect, the control unit creates a traveling route in which the angle of entry to the step or the inclination is 45 ° or more. For this reason, unintended movement of personal mobility at the time of entering a step or a slope can be suppressed, which leads to an improvement in the comfort of the occupant.
The entry angle is more preferably 60 ° or more.

In the above aspect, preferably, the control unit creates the traveling route in which the angle of approach to the step is 85 ° or less.
Depending on the specifications of the personal mobility, the state of the step, etc., the impact applied to the personal mobility may be large when the angle of entry into the step is 90 °. By using this configuration, the angle of entry into the step becomes 85 ° or less, and the comfort of the occupant can be improved.

In the above aspect, preferably, the personal mobility includes a sensor in which an area outside the width direction of the front wheel falls within a detection range, and the control unit uses the detection result of the sensor to perform the step or the step. The personal mobility is controlled so that the angle of approach to the inclination is 45 ° or more.
With this configuration, the relationship between the step or the inclination and the front wheel can be grasped based on the detection result of the sensor. For this reason, the approach angle when the front wheel enters the step or the inclination can be reliably set to 45 ° or more.

According to the present invention, the comfort of the passenger can be improved.

It is a front perspective view of personal mobility used for the run route creation system of one embodiment of the present invention. It is a rear perspective view of the personal mobility of the present embodiment. It is a top view of the personal mobility of this embodiment. It is a bottom view of the mobility main body in the state where some parts of the personal mobility of this embodiment were removed. It is the figure seen from the width direction inside of the front wheel of the personal mobility of the present embodiment. FIG. 3 is a plan view of the front wheels, suspensions, and the like of the personal mobility according to the embodiment. It is a block diagram of a control unit of personal mobility of this embodiment. It is a side view of personal mobility of this embodiment. It is a principal part top view of the personal mobility of this embodiment. It is a principal part front view of the personal mobility of this embodiment. It is a bottom view of the mobility main body in the state where some parts of a modification of personal mobility of this embodiment were removed. It is a block diagram of a server used for the traveling route creation system of the present embodiment. FIG. 2 is a block diagram of a terminal device used in the traveling route creation system according to the embodiment. It is an example of the 1st map data used for the driving route creation system of this embodiment. It is an example of the 1st and 2nd map data used for the driving route creation system of this embodiment. It is a figure showing the example of setting of the passage point of the run route creation system of this embodiment. It is a figure showing an example of setting of a passage point and a run route of a run route creation system of this embodiment. It is a figure showing an example of setting of a passage point and a run route of a run route creation system of this embodiment.

A travel route creation system for personal mobility (electric mobility) 1 according to an embodiment of the present invention will be described below with reference to the drawings.
The travel route creation system according to the present embodiment includes a server 100 and a control device 80 provided in the control unit 60 of the personal mobility 1 and capable of communicating with the server 100.

As shown in FIGS. 1 to 4, the personal mobility 1 includes a pair of front wheels 10, a pair of rear wheels 20, and a mobility body supported by the front wheels (wheels) 10 and the rear wheels (wheels) 20. 30. The mobility main body 30 is, for example, a body 31 supported by the front wheel 10 and the rear wheel 20, a seat unit 40 attached to the body 31, and a device for driving at least one of the pair of front wheels 10 and the pair of rear wheels 20. And a motor 50. In the present embodiment, the motor 50 is attached to the body 31, and the seat unit 40 can be removed from the body 31. In personal mobility 1, one person sits and rides.

The vehicle longitudinal direction shown in FIGS. 3 and 4 may be described as the longitudinal direction in the following description, and the vehicle width direction shown in FIGS. 3 and 4 may be described as the width direction or the lateral direction in the following description. There is. Note that the vehicle front-rear direction and the front-rear direction of the mobility main body 30 coincide, and the vehicle width direction coincides with the width direction of the mobility main body 30. In the present embodiment, the radial centers of the pair of front wheels 10 are aligned in the vehicle width direction, the radial centers of the pair of rear wheels 20 are also aligned in the vehicle width direction, and the vehicle longitudinal direction is defined as the vehicle width direction. Are orthogonal.

In the present embodiment, each of the pair of rear wheels 20 is connected to a motor 50, and each motor 50 drives the corresponding rear wheel 20. The driving force of each motor 50 may be transmitted to the corresponding front wheel 10 by power transmission means. The power transmission member is a belt, a gear, or the like.
Each front wheel 10 is supported by a body 31 using an axle 11 and a suspension 12, as shown in FIGS. The ground contact surface of the front wheel 10 is formed by a plurality of rollers 13 arranged in the circumferential direction of the front wheel 10.

The suspension 12 has a support member 12a and a biasing member 12b such as a coil spring. One end of the support member 12a is supported by the front end of the body 31, and the support member 12a can be tilted around a first axis A1 extending in the vehicle width direction. The urging member 12b urges the other end of the support member 12a toward the front of the vehicle. The axle 11 of the front wheel 10 is fixed to a support member 12a. As shown in FIG. 6, a second axis A2, which is a center axis of the axle 11, is inclined forward with respect to a horizontal line HL that is perpendicular to the front-rear direction. The angle α between the second axis A2 and the horizontal line HL is preferably 2 ° to 15 ° in plan view, but may be another angle depending on the conditions.

That is, the pair of front wheels 10 is in a toe-in state. Compared to the case where the pair of front wheels 10 are arranged parallel to each other, the pair of front wheels 10 in the toe-in state increases the component of the rearward force applied to the axle 11 when the personal mobility 1 runs. Can be. In addition, in the present embodiment, the other end of the support member 12a can move rearward of the vehicle with respect to the body 31 against the urging force of the urging member 12b. Therefore, the vibration caused by the collision of the roller 13 with the ground contact surface is more effectively reduced. In addition, the front wheel 10 does not necessarily need to be arranged in a toe-in state.

Each front wheel 10 includes a hub 14 attached to the axle 11 and a plurality of roller spindles (not shown) supported by the hub 14, and the plurality of rollers 13 are rotatably supported by the respective roller spindles. ing. Note that the hub 14 may be attached to the axle 11 using a bearing or the like, and the hub 14 may be attached to the axle 11 using a buffer member, an intermediate member, or the like. The axis of each roller support shaft extends in a direction intersecting the radial direction of the axle 11.

Each roller 13 rotates around the axis of the corresponding roller support shaft. That is, each front wheel 10 is an omnidirectional wheel that moves in all directions with respect to the running surface.
The outer peripheral surface of each roller 13 is formed using a material having rubber-like elasticity, and the outer peripheral surface of each roller 13 is provided with a plurality of grooves extending in the circumferential direction (see FIGS. 5 and 6).

In this embodiment, each rear wheel 20 includes an axle (not shown), a hub 21 attached to the axle, and an outer peripheral surface provided on the outer peripheral side of the hub 21 and having an outer peripheral surface formed of a material having rubber-like elasticity. Although it has the member 22, an omnidirectional wheel may be used similarly to the front wheel 10. The axle of the rear wheel 20 may be common to the main shaft of the motor 50.

構造 The structure of the body 31 can be changed as appropriate. In the present embodiment, the base unit 32 includes a base 32 extending along the ground, and a seat support 33 extending upward from the rear end of the base 32. The seat support 33 is inclined forward of the vehicle, and a seat unit 40 is attached to the upper end of the seat support 33.

The base portion 32 of the present embodiment includes a metal base frame 32a that supports the suspension 12 of the front wheel 10 and the motor 50 of the rear wheel 20, a plastic cover portion 32b that at least partially covers the base frame 32a, Having. The cover 32b is used as a portion on which the feet of the driver sitting on the seat unit 40 are placed, a portion on which luggage is placed, and the like. The cover portion 32b also includes a pair of fenders 32c that respectively cover the pair of front wheels 10 from above. Each fender 32c has, for example, only a function of covering the front wheel 10. Each fender 32c also has a function of enhancing the rigidity of the body 31 in another example. Further, each fender 32c may cover only a part of the front wheel 10.

In the present embodiment, the seat unit 40 has a shaft 40 a at its lower part, and the shaft 40 a is attached to the upper end side of the seat support 33. A rechargeable battery BA is mounted on the back of the seat support 33, and a control unit 60 described later is arranged in the seat support 33.
The seat unit 40 has a seat surface portion 41 on which a driver sits, a backrest portion 42, a right control arm 43, and a left control arm 43.

アーム An armrest 43a is fixed to the upper surface of each control arm 43. For example, the driver places both arms on the armrests 43a of the pair of control arms 43, respectively. Further, the driver places both hands on the upper ends of the pair of control arms 43, respectively. In this embodiment, both the control arm 43 and the armrest 43a are provided, but only the control arm 43 or the armrest 43a may be provided. In this case, the driver places at least one of the arm and the hand on the control arm 43, or places at least one of the arm and the hand on the armrest 43a.

操作 An operation section 44 having an operation lever 44a is provided at the upper end of the right control arm 43. When no force is applied, the operation lever 44a is arranged at a neutral position by an urging member (not shown) arranged in the operation section 44. The driver can use the right hand to displace the operation lever 44a to the right, left, front, and rear with respect to the neutral position.

(4) A signal corresponding to the displacement direction and the displacement amount of the operation lever 44a is transmitted from the operation unit 44 to a control unit 60 described later, and the control unit 60 controls each motor 50 according to the received signal. For example, when the operation lever 44a is displaced forward with respect to the neutral position, a signal for rotating each motor 50 toward the front of the vehicle is transmitted. Thereby, the personal mobility 1 moves forward at a speed corresponding to the amount of displacement of the operation lever 44a. Further, when the operation lever 44a is displaced diagonally forward left with respect to the neutral position, a signal for rotating the left motor 50 toward the front of the vehicle at a lower speed than the right motor 50 is transmitted. As a result, the personal mobility 1 advances while turning left at a speed corresponding to the amount of displacement of the operation lever 44a.

A setting section 45 for performing various settings relating to the personal mobility 1 is provided at the upper end of the left control arm 43. Examples of various settings include setting of a maximum speed, setting of an operation mode, and setting of locking of personal mobility 1. The setting unit 45 is provided with a plurality of operation buttons, a display device, and the like. Examples of the operation modes include an energy-saving operation mode in which power consumption is suppressed, a sports operation mode in which driving performance is emphasized without suppressing power consumption, and a normal operation mode between the energy-saving operation mode and the sports operation mode. . The lock setting of the personal mobility 1 includes setting of a password for locking, setting of lock release timing, and the like. The setting signal of the setting unit 45 is transmitted to a control unit 60 described later, and the setting of the personal mobility 1 is registered or changed in the control unit 60.

報 A notification device 46 is provided on each of the left and right control arms 43. Each notification device 46 is a sound generation device, a display device, a vibration generation device, or the like. The vibration generator vibrates a part of the upper end side of the control arm 43, the operation unit 44, the setting unit 45, and the like at, for example, several tens of Hz.

The control unit 60 has a motor driver 70 for driving each motor 50 and a control device 80, as shown in FIG.
The motor driver 70 is connected to the battery BA. Further, the motor driver 70 is also connected to each motor 50, and the motor driver 70 supplies driving power to each motor 50.

7, the control device 80 includes a control unit 81 having a CPU, a RAM, and the like, a storage device 82 having a non-volatile memory, a ROM, and the like, and a transmission / reception unit 83, as shown in FIG. The storage device 82 stores a traveling control program 82a for controlling the personal mobility 1. The control unit 81 operates based on the travel control program 82a, and transmits a drive signal for driving each motor 50 to the motor driver 70 in accordance with signals from the operation unit 44 and the setting unit 45.

(7) As shown in FIG. 7, signals from the operation unit 44 and the setting unit 45 are sent to the control device 80 via the

signal lines

80a and 80b. The control signal from the control device 80 is sent to the notification device 46 via the signal line 80a and the signal line 80b. Each signal line 80a is provided on the seat unit 40, and the signal line 80b is provided on the body 31.

Connectors

80d and 80e are provided between the signal line 80a and the signal line 80b.

ステレオ A stereo camera (sensor) 90, which is two visual sensors, is attached to the upper end of the right control arm 43 and the upper end of the left control arm 43, respectively. Each stereo camera 90 includes a pair of lens units 91 and a camera body 92 that supports the pair of lens units 91. A pair of image sensors 93 (FIG. 7) are provided inside the camera body 92, and the pair of image sensors 93 correspond to the pair of lens units 91, respectively. Each image sensor 93 is a known sensor such as a CMOS sensor. Each image sensor 93 is connected to the control device 80.

As shown in FIG. 9, at least a part of the left front wheel 10 or a part of the fender 32c of the left front wheel 10 enters the detection range DA of the stereo camera 90 provided on the left control arm 43. The detection range DA includes an area outside the left front wheel 10 in the width direction.
Similarly, at least a part of the right front wheel 10 or a part of the fender 32c of the right front wheel 10 enters the detection range DA of the stereo camera 90 provided on the right control arm 43. The detection range DA includes an area outside the right front wheel 10 in the width direction. It is sufficient that the detection range DA includes an area outside the front wheel 10 in the width direction.
Here, as shown in FIG. 8, for example, the detection range DA of the stereo camera 90 is a range where the imaging ranges of the pair of imaging elements 93 overlap.

As shown in FIG. 9, the optical axis LA of each lens unit 91 of the stereo camera 90 extends obliquely outward in the width direction. Specifically, in a plan view shown in FIG. 9, the optical axis LA of each lens unit 91 extends in a direction forming an angle β with respect to the front-back direction. In one example, the angle β is between 5 ° and 30 °.

FIG. 9 shows a part of the detection range DA, and the detection range DA also exists in front of the range shown in FIG. As shown in FIG. 9, in the present embodiment, the detection range DA of the left stereo camera 90 includes a part of the left front wheel 10, a part of the fender 32c of the left front wheel 10, and the left front wheel 10. There is a running surface on the outside in the width direction. When obstacles such as obstacles, walls, and grooves are present on the running surface, these avoidance targets fall within the detection range DA of the stereo camera 90. The detection range DA of the right stereo camera 90 is the same as the detection range DA of the left stereo camera 90.

Each stereo camera 90 obtains two images having parallax by the pair of imaging elements 93. The two images having parallax may be referred to as parallax images in the description below. The control unit 81 of the control device 80 operates based on the avoidance control program 82b stored in the storage device 82. That is, the control unit 81 processes the parallax image to create a distance image. Then, the control unit 81 detects an avoidance target in which the front wheel 10 or the fender 32c may come into contact in the distance image. The avoidance target is, for example, an obstacle, a person, an animal, or a plant. The obstacle is, for example, a wall, a large stone, a step, or the like. In another example, the control unit 81 detects an avoidance target such as a step, a hole, a groove, or the like in which the front wheel 10 may collide, fall, or fit in the distance image.

The control unit 81 controls each motor 50 by a control command for the avoidance operation, for example, when an avoidance target that may cause the front wheel 10 or the fender 32c to come into contact with a predetermined range AR1 in the detection range DA is detected. I do. In addition, the control unit 81 controls each motor 50 according to a control command for the avoidance operation, for example, when an avoidance target in which the front wheel 10 may fall or fit in the predetermined range AR1 in the detection range DA is detected. Examples of the avoidance operation include the reduction and stop of the rotation speed of each motor 50, the control of each motor 50 for restricting the movement of the personal mobility 1 to the avoidance target side, and the like.

As described above, when the configuration of the present embodiment is used, the traveling surface on the outer side in the width direction of the front wheel 10 enters the detection range DA of the stereo camera 90. More preferably, at least a part of the front wheel 10 or a part of the fender 32c of the front wheel 10 is included in the detection range DA of the stereo camera 90. This configuration is advantageous in grasping the relationship between the direction in which the mobility main body 30 is facing and the step or inclination when a step or inclination exists outside the front wheel 10 in the width direction.

In addition, the driver needs to change his / her posture in order for the driver to visually observe the vicinity of the front wheel 10 on the running surface on the outer side in the width direction of the front wheel 10. In the present embodiment, the vicinity of the front wheel 10 on the running surface on the widthwise outer side of the front wheel 10 is within the detection range DA of the stereo camera 90, so that the burden of monitoring by the driver is reduced.

In particular, when driving the personal mobility 1 indoors or in the office, the driver needs to be careful of contact with avoidable objects such as furniture and walls. Further, the driver needs to pay attention to the approach angle, speed, and the like to the target such as the stairs and the slope. There are various types of objects in a house or office. For this reason, it is difficult for a driver to grasp all these objects reliably by visual confirmation. Therefore, the configuration of the present embodiment is extremely useful indoors or in an office.
The detection range DA of the stereo camera 90 described above is an example, and the stereo camera 90 may detect another detection range.

As shown in FIG. 8, the pair of lens units 91 of the stereo camera 90 are vertically arranged with respect to each other. As described above, the detection range DA of the stereo camera 90 is a range where the imaging ranges of the pair of imaging elements 93 overlap. For this reason, the configuration of the present embodiment in which the pair of lens units 91 are arranged so as to be vertically aligned with each other is advantageous in reducing or eliminating the blind spot outside the front wheel 10 in the width direction as shown in FIG. is there.

In addition, in this embodiment, each stereo camera 90 is attached to the corresponding control arm 43. The control arm 43 is a portion on which the driver's hand and arm are placed. Each control arm 43 is often arranged outward in the width direction with respect to the driver's torso sitting on the seat unit 40. Further, each control arm 43 is often arranged on the outer side in the width direction with respect to the thigh of the driver sitting on the seat unit 40. Therefore, the above configuration reduces the possibility that the detection range DA of each stereo camera 90 is obstructed by the driver's body.

The seat unit 40 may be provided with a pair of armrests 43a instead of the pair of control arms 43. For example, the stereo camera 90 can be provided at the front end of the armrest 43a. This configuration also has the same operation and effect as the present embodiment.
Note that the stereo camera 90 can be attached to the seat unit 40 or a pole extending from the mobility body 30, the seat unit 40, or the like.

Here, the driver can easily visually recognize the position of his / her hand and arm. In addition, the driver can intuitively recognize the approximate position of his / her hand and the approximate position of his / her arm even when he / she does not look at the position of his / her hand and the position of his / her arm. For this reason, the configuration of the present embodiment in which the stereo camera 90 is provided on the control arm 43 or the armrest 43a is advantageous in preventing collision of the stereo camera 90 with a wall or the like. That is, the configuration of the present embodiment is advantageous in preventing the stereo camera 90 from being damaged, displaced, and the like.

The optical axis LA of each lens unit 91 of the stereo camera 90 extends obliquely outward in the width direction. Therefore, a wider area outside the front wheel 10 in the width direction falls within the detection range DA of the stereo camera 90. This configuration is extremely useful for reliably grasping the relationship between the front wheel 10 and an object existing outside the front wheel 10 in the width direction.

Note that it is also possible to use a three-dimensional area sensor, a three-dimensional distance sensor, or the like instead of the stereo camera 90. The three-dimensional area sensor has a known structure in which each of a plurality of image sensors arranged on a plane obtains distance information. A known TOF method or the like can be used to obtain distance information of each pixel. It is also possible to use a three-dimensional distance sensor that obtains a three-dimensional point group by receiving light from near-infrared or infrared LEDs with a plurality of light-receiving elements such as CMOS sensors arranged on a surface.

Further, a laser sensor or an ultrasonic sensor can be used instead of the stereo camera 90.
Further, instead of the stereo camera 90, it is also possible to use a millimeter wave sensor using a radio wave having a wavelength of 1 mm or more and 1000 mm or less, and irradiate a pulsed laser and measure a distance to an object based on reflected light. Light Detection and Ranging or Laser Imaging Detection and Ranging) can also be used.

The stereo camera 90 may be arranged in the upper end of the control arm 43. For example, a stereo camera 90 is arranged in a hollow portion provided in the control arm 43. In this case, a transparent cover is attached to the front surface of the upper end of the control arm 43, and a pair of lens units 91 are arranged inside the cover.

As shown in FIG. 8, in the present embodiment, the area in front of the personal mobility 1 is included in the detection range DA of the stereo camera 90. For example, the area in front of the driver's head falls within the detection range DA of the stereo camera 90. Thereby, the relationship between the avoidance target existing in front of the driver's head and the driver's head can also be grasped.

In another example, as shown in FIG. 11, the front wheel 10 has a hub and an outer peripheral member 15 having rubber-like elasticity provided on the outer periphery of the hub. The rear wheel 20 shown in FIG. 11 is an omnidirectional wheel having an axle, a plurality of rollers, and a hub similar to the axle 11, the plurality of rollers 13, and the hub 14, and via a suspension similar to the suspension 12. And is supported by the rear end of the body 31. Further, the motors 50 may be supported by the base frames 32a near the pair of front wheels 10, respectively, and the respective front wheels 10 may be driven by the motors 50. The rear wheel 20 may be configured to be driven by the motor 50, and the wheels other than the front wheel 10 and the rear wheel 20 may be configured to be driven by the motor 50.

When the millimeter wave sensor is used instead of the right and left stereo cameras 90, respectively, the antenna or substrate of the right millimeter wave sensor is directed obliquely downward and diagonally outward (right side), and the antenna of the left millimeter wave sensor or The substrate can be directed obliquely downward and diagonally outward (left side). This arrangement is useful for improving the detection accuracy of the area outside the front wheel 10 or the rear wheel 20 in the vehicle width direction.

As shown in FIG. 12, the server 100 includes a control unit 110 having a CPU, a RAM, and the like, a storage device 120 having a nonvolatile memory, a ROM, and the like, and a transmission / reception unit 130. The storage device 120 includes first map data 121 indicating an area in which the personal mobility 1 can travel, and second map data 122 having information on safety when the personal mobility 1 travels or stops. Is stored. Further, the storage device 120 stores a passing point setting program 123 for setting a plurality of passing points at intervals between the current position of personal mobility 1 and the destination.

On the other hand, a terminal device 200 such as a tablet computer or a smartphone exists on the personal mobility 1 side. As illustrated in FIG. 13, the terminal device 200 includes a control unit 210 having a CPU, a RAM, and the like, a storage device 220 having a nonvolatile memory, a ROM, and the like, a transmission / reception unit 230, a display device 240, a touch screen, And an input device 250 such as an input key. In one example, the terminal device 200 and the control device 80 store the first map data 121 received from the server 100 or another computer. Note that the control device 80, the server 100, and the terminal device 200 can communicate with each other. The terminal device 200 is owned by, for example, a passenger of the personal mobility 1 or a related person thereof. The terminal device 200 may be supported by the personal mobility 1 using a predetermined support device.

The control device 80 stores the second map data 122 received from the server 100 or another computer. The terminal device 200 may store the second map data 122 received from the server 100 or another computer. The first map data 121 and the second map data 122 may be stored in the terminal device 200 and the control device 80 using a medium such as a DVD-ROM.

The first map data 121 has, for example, map information of a building, a campus, an outdoor area, and the like. The map information in the building and the premises includes information on passages, rooms, doors, doorways, walls, columns, stairs, elevators, escalators, and the like. The outdoor area map information includes information on roads, sidewalks, stairs, buildings, rivers, swamps, the sea, unpaved areas, and the like. The non-paved area includes a bush area, a grassland area, a lawn area, a gravel area such as a gravel road, a sand area such as a sandy beach, and the like.

FIG. 14 shows an example of the first map data 121. In FIG. 14, the personal mobility 1 cannot travel in the hatched area, and the personal mobility 1 can travel in the area other than the hatched area. Note that the grassland area, lawn area, gravel area, sandy beach, and the like can be included in the area where the personal mobility 1 can travel.

The second map data 122 is a map indicating a step 122a and a slope 122b at which the personal mobility 1 can safely travel. FIG. 15 is a map in which the second map data 122 is superimposed on the first map data 121 in FIG. In each map data, an image element to be drawn is associated with its position data. A map in which the second map data 122 is superimposed on the first map data 121 may be displayed on, for example, the display device 240 of the terminal device 200, a display device connected to the control device 80, or the like. In this case, as shown in FIG. 15, a traveling difficulty index 122c indicating the height of the step 122a, the difficulty of traveling, or the like may be shown near the step 122a where the personal mobility 1 can travel. Similarly, a traveling difficulty index 122d related to the inclination, height difference, traveling difficulty, and the like of the inclination 122b may be shown near the inclination 122b. In addition, a tilt direction indicator 122e indicating the direction of the tilt 122b may be shown in or near the tilt 122b. That is, the second map data 122 includes the traveling

difficulty indices

122c and 122d, and also includes the inclination direction indices 122e. The traveling difficulty index 122d may be indicated by the size, length, color, or the like of the arrow.

The server 100 receives the information on the current position of the personal mobility 1 and the information on the destination from the terminal device 200. The server 100 may receive the information on the current position and the information on the destination based on the input of the setting unit 45 from the control device 80. The information on the current position may be based on information input to the terminal device 200 by the operator of the terminal device 200. For example, the operator inputs information, for example, a building name, a room number, a floor number, and the like, which can specify a position where the personal mobility 1 is arranged, to the terminal device 200. The operator may input an arbitrary position on the first map data 121 displayed on the display device 240 using a pointer, a touch screen function, or the like. Information based on the specified position is transmitted from terminal device 200 to server 100. When the control unit 81 of the control device 80 performs a known self-position estimation using a GNSS (Global Navigation Satellite System) receiver, an odometer, a stereo camera 90, or the like provided in the personal mobility 1, the estimated position is The information of the current position may be transmitted from the control device 80 to the server 100. On the other hand, when the information on the current position is based on the input of the operator, the setting of the information on the current position becomes easy, and the setting of the current position is often ensured. Further, the capacity of the battery BA of the personal mobility 1 is limited, and it is preferable that the information on the current position be based on the input of the operator in order to reduce the power consumption of the battery BA.

In the example shown in FIG. 16, the current position is in a room with a building, and the destination is in a park. The control unit 110 of the server 100 sets a plurality of passing points P between the current position and the destination based on the passing point setting program 123, and transmits information of the set passing points P to the control device 80. Information on the set passing point P may be transmitted to the terminal device 200. For example, in the control device 80, a series of passing points P shown in FIG. 16 is set on a map including the first map data 121 and the second map data. The information on the passing points P is, for example, position information on the first map data 121 of each passing point P.

Subsequently, when the personal mobility 1 is in the automatic driving mode, the control unit 81 of the control device 80 sequentially passes through the plurality of passing points P or its vicinity based on the traveling route creation program 82c stored in the storage device 82. A travel route between a plurality of passing points P is created. Specifically, the control unit 81 uses the data obtained by the sensor such as the stereo camera 90, the first map data 121, and the second map data 122 to use A traveling route up to a passing point (P) to be passed is created. Then, when reaching the next passing point P or its vicinity, the next passing point P is obtained using the data obtained by the sensor such as the stereo camera 90, the first map data 121, and the second map data 122. Create a driving route to. The personal mobility 1 is set to the automatic driving mode based on the input to the input device 250 of the terminal device 200, the input to the setting unit 45, and the like. Note that information (arrangement information) of the direction to which the personal mobility 1 should be directed may be included in each passing point P. In this case, the created traveling route matches the direction of the personal mobility 1 at the next passing point P with the arrangement information included in the passing point P.

In the automatic operation mode, the control unit 81 of the control device 80 transmits a drive signal for driving each motor 50 to the motor driver 70, thereby moving along the travel route in which the personal mobility 1 has been created. At this time, the traveling route may be displayed on the display device 240 of the terminal device 200, or the position of the personal mobility 1 sequentially obtained by using a known self-position estimation technique may be displayed on the display device 240.

近傍 Here, the vicinity means, for example, that the distance from personal mobility 1 to the passing point P is equal to or less than a reference distance (several meters in one example). In addition, the passing points P may be set every several meters, or may be set every ten and several meters. This example does not prevent the passing points P from being set at larger intervals.

作成 When creating a traveling route that passes through the step 122a, the control unit 81 sets the angle at which the vehicle enters the step 122a in the traveling route to be 45 ° or more and 90 ° or less. In one example, as shown by a broken line DL1 in FIG. 17, a traveling route is created between two passing points P. Further, as shown by a broken line DL2 in FIG. 17, a traveling route is created between the two passing points P. The traveling route DL1 has an approach angle of 45 ° or more and 90 ° or less on the slope 122b. The traveling route DL2 has an entry angle to the step 122a of 45 ° or more and 90 ° or less.

In the personal mobility 1 of the present embodiment, the front wheel 10 or the rear wheel 20 is an omnidirectional wheel. For this reason, the personal mobility 1 can change direction on the spot without moving forward or backward. For this reason, the position before the step 122a and the slope 122b of the traveling route created by the control unit 81 may include accompanying information on the direction to which the personal mobility 1 should be directed. The accompanying information is a part of the created traveling route, and the personal mobility 1 changes its direction according to the accompanying information. Note that the control device 80 of the personal mobility 1 controls each motor 50 via the motor driver 70 using the detection result of the sensor such as the stereo camera 90 so that the penetration angle becomes the above-described angle. Preferably, when personal mobility 1 actually intrudes into step 122a and incline 122b, or even when personal mobility 1 intrudes, control device 80 uses the detection result of a sensor such as stereo camera 90 to set the angle of intrusion. Each motor 50 is controlled so as to have the above angle.

In the example shown in FIG. 17, the passing point P is set before the step 122a and the slope 122b, but as shown in FIG. 18, the passing point P is set on the other side of the step 122a and the slope 122b. Is also good. Also in this case, the control unit 210 sets the angle of entry to the step 122a and the inclination 122b to 45 ° or more and 90 ° or less.
In addition, in order to reduce the impact when entering the step 122a or the inclination 122b, it may be preferable that the entry angle to the step 122a or the inclination 122b is 45 ° or more and 85 ° or less.

Here, the approach angle is, as shown in FIG. 18, an acute angle γ formed by the vehicle longitudinal direction of the personal mobility 1 and the extending direction of the step 122a, or an end line between the vehicle longitudinal direction of the personal mobility 1 and the slope 122b. Is the angle formed by the extension direction of

{Circle around (1)} The control unit 81 creates information on the attitude of the personal mobility 1 (the direction in which the personal mobility 1 faces) when the personal mobility 1 stops in each of the slopes 122b as a part of the traveling route. For example, the posture information of the personal mobility 1 in which the angle between the direction of the arrow of the inclination direction index 122e and the vehicle longitudinal direction of the personal mobility 1 is 45 ° or less is created. When the personal mobility 1 stops within the inclination 122b, the control unit 81 of the control device 80 transmits a drive signal for driving each motor 50 to the motor driver 70, whereby the posture of the personal mobility 1 is changed to the traveling route. In accordance with the posture information included in the.

When the front wheel 10 or the rear wheel 20 of the personal mobility 1 is an omnidirectional wheel or a caster, if the angle is large, the front end side or the rear end side of the personal mobility 1 may unintentionally move in the vehicle width direction when stopped. is there. For this reason, it is preferable that the angle can prevent such unintended movement. For example, in the personal mobility 1 of the present embodiment, the front wheel 10 or the rear wheel 20 is an omnidirectional wheel. Therefore, when the center axis of the axle 11 of the omnidirectional wheels and the inclination direction of the inclination 122b match, the omnidirectional wheels unintentionally move toward the lower side of the inclination 122b. The above-described configuration that can prevent such movement is advantageous in improving the safety of a passenger of the personal mobility 1 and surrounding people.

Note that any one of the control device 80, the server 100, and the terminal device 200 receives the travel area reference information based on the input of the operator or the occupant, and in the first map data 121 according to the received travel area reference information. The area in which the personal mobility 1 can travel may be changed. For example, the operator or the passenger inputs the set value of the travel area reference information to the setting unit 45 or the input device 250 of the terminal device 200. When a setting value with an emphasis on safety is input, a new unrunnable area is added to the first map data 121. For example, the width of a non-travelable area near a roadway increases. Data of a newly added area that cannot be traveled may be included in the second map data 122. As a result, automatic driving that is more suited to the requirements of the passenger is realized.

In the second map data 122, a running fatigue index may be associated with each partial area in the running area. The running fatigue index, for example, relates to the unevenness of the running surface, the slipperiness of the running surface, and the like. In addition, any one of the control device 80, the server 100, and the terminal device 200 receives a request related to running fatigue based on an input by an operator or a passenger. In this case, the control unit 110 of the server 100 refers to the running fatigue index of each partial area and sets a plurality of passing points according to the request. The control unit 81 of the control device 80 may create a traveling route according to the request with reference to the traveling fatigue index of each partial area. Thereby, automatic driving according to the state of the occupant is realized.

On the other hand, at least one of the control device 80, the server 100, and the terminal device 200 may receive a request related to running fatigue for realizing an early arrival at a destination based on an input by an operator or a passenger. In this case, the control unit 110 sets a passing point with an emphasis on shortening the arrival time, and the control unit 81 also creates a traveling route with an emphasis on shortening the arrival time.

Further, for example, in stormy weather, rainy weather, snowfall, or scorching sunny weather, at least one of the control device 80, the server 100, and the terminal device 200 makes a request to avoid these weather obstruction conditions based on inputs from an operator, a passenger, and the like. When accepting, the control unit 110 sets a passing point to avoid the weather obstacle, and the control unit 81 also creates a traveling route to avoid the weather obstacle.

Even if any one of the control device 80, the server 100, and the terminal device 200 receives an evaluation value such as a step or an inclination of the first map data 121 or the second map data 122 based on an input by an operator or a passenger. Good. For example, the terminal device 200 causes the display device 240 to display the selected step 122a or the slope 122b and options for the evaluation value. The step 122a or the slope 122b disposed closest to the personal mobility 1 may be displayed on the display device 240 as the selected step 122a or the slope 122b, and the step 122a or the slope 122b may be displayed based on the input of the operator or the passenger. It may be selected. When the evaluation value is selected by the input of the operator or the passenger, the selected evaluation value is transmitted to the server 100 together with the information of the corresponding step 122a or the slope 122b. The control unit 110 of the server 100 accumulates the received evaluation values in the storage device 120, determines the traveling

difficulty indexes

122c and 122d of the steps 122a and the slopes 122b based on the accumulated evaluation values, and determines the determined traveling difficulty. The

degree indexes

122c and 122d are reflected on the second map data 122.

A known inclination sensor 95 (FIG. 7) may be provided in the personal mobility 1. In this case, control device 80 receives the measurement value of inclination sensor 95. Further, the control device 80 transmits to the server 100 the measurement value received using the GNSS receiver, the odometer, the stereo camera 90, and the like, in association with the self-position estimated. The control unit 110 of the server 100 accumulates the received measurement values in the storage device 120 as evaluation values, determines the traveling difficulty index 122d for each slope 122b based on the accumulated evaluation values, and determines the determined traveling difficulty index 122d. Is reflected in the second map data 122.

Any one of the control device 80, the server 100, and the terminal device 200 calculates the evaluation value of the density (crowding degree) of the persons in the travelable area on the first map data 121 based on the input of the operator or the passenger. You may accept. For example, the terminal device 200 causes the display device 240 to display a selected partial area of the travelable area and options for the evaluation value. The partial area located closest to the personal mobility 1 may be selected, or the partial area may be selected based on an input by an operator or a passenger. When the evaluation value is selected by the input of the operator or the passenger, the selected evaluation value is transmitted to the server 100 together with the information of the corresponding partial area. The control unit 110 of the server 100 accumulates the received evaluation values in the storage device 120, determines the traveling difficulty index of each partial area based on the accumulated evaluation values, and maps the determined traveling difficulty index to the second map. This is reflected in the data 122.

Any of the control device 80, the server 100, and the terminal device 200 may receive the evaluation value of the traveling difficulty in the building, facility, or store on the first map data 121 based on the input of the operator or the passenger. . For example, the terminal device 200 causes the display device 240 to display the selected building, facility, or store, and options for the evaluation value. The building, facility, or store located closest to the personal mobility 1 may be selected, and the building, facility, or store may be selected based on the input of the operator or the passenger. When the evaluation value is selected by the input of the operator or the passenger, the selected evaluation value is transmitted to the server 100 together with the information of the corresponding building, facility, or store. The control unit 110 of the server 100 accumulates the received evaluation values in the storage device 120, determines the traveling difficulty index of each building, facility, or store based on the accumulated evaluation values, and determines the determined traveling difficulty index. This is reflected in the second map data 122.

These configurations are advantageous in efficiently creating the second map data 122 that meets the requirements of the passenger of the personal mobility 1. In particular, the update of the second map data 122 based on the evaluation value input by the rider is based on the line of sight of the rider who actually uses the second map data 122, and the second map data 122 Can be trusted by the people.

Note that the terminal device 200 may cause the display device 240 to display options of the attributes of the occupant. The attributes are the age of the rider, the state of the rider, and the like. In this case, the server 100 can accumulate the received evaluation values in the storage device 120 for each attribute, and can create a plurality of second map data 122 respectively corresponding to the plurality of attributes. That is, for example, the plurality of second map data 122 have different traveling

difficulty indices

122c and 122d. When the rider selects the second map data 122 according to his / her own state, the passing points are set and the travel route is created according to the rider's state.

Note that the terminal device 200 may perform some or all of the functions of the control device 80. For example, the control unit 210 of the terminal device 200 may set a traveling route between the passing points P. As described above, it is possible for the control unit of another computer device to execute some or all of the functions of the control device 80.

The present embodiment is based on first map data 121 indicating an area in which personal mobility 1 can travel and second map data 122 having information on safety of personal mobility 1 when traveling or when stopped. , The control unit 81 creates a traveling route of the personal mobility 1.

For example, the first map data 121 includes data on the position and area of a sidewalk, a building, a station yard, a square, a park, and the like, and the second map data 122 includes a sidewalk, a building, and a station premises. It has information on steps, slopes, etc. that exist in squares, squares, parks, and the like. In this mode, since the second map data 122 having information on the safety at the time of traveling or stopping of the personal mobility 1 is used, the traveling at the time of traveling or stopping the personal mobility 1 is considered. The route is set.

It is also possible to create the first map data 121 having almost all positions and areas such as sidewalks, buildings, stations, squares, parks and the like. Further, since the position and area of the sidewalk, the building, the premises of the station, the plaza, the park, and the like do not change so frequently, once the first map data 121 is created, the update frequency is not so high. On the other hand, it is difficult to create the second map data 122 having almost all the information regarding the safety of the personal mobility 1 when traveling or when stopping. For example, it is difficult to grasp all steps, slopes, and the like existing on the sidewalk, in a building, in the yard of a station, in a plaza, in a park, and the like, all in a short period of time from the viewpoint of the passenger of the personal mobility 1. Further, the first map data 121 has detailed shape information, position information, and the like of each element, and it often takes time to add data to the first map data. On the other hand, in this aspect, the second map data 122 having a simple data structure different from the first map data 121 can be updated. Therefore, the second map data 122 can be updated successively, and a traveling route that matches the request of the passenger of the personal mobility 1 can be set.

Further, the traveling route creation system according to the present embodiment is configured based on at least the first map data 121 indicating an area in which the personal mobility 1 can travel, the information on the current position of the personal mobility 1, and the information on the destination. A server 100 that sets a plurality of passing points P at intervals between the current position and the destination; a sensor provided in the personal mobility 1;

Control units

81 and 210 for creating a traveling route between a plurality of passing points P using data obtained by sensors so as to sequentially pass through P or its vicinity.

The

control units

81 and 210 create a traveling route between the plurality of passing points P. That is, if a traveling route to the next passing point P has been created, the vehicle can arrive at the passing point P or in the vicinity thereof. That is, even when it is necessary to change the traveling route of the personal mobility 1 according to the movement, existence, etc. of a person, a bicycle, another object, or the like, the

control units

81 and 210 determine the traveling route to the next passing point P. You just need to change it. Therefore, it is possible to reduce the power consumption due to the successive change of the traveling route. When the

control units

81 and 210 operate with the battery BA of the personal mobility 1, the power consumption of the battery BA of the personal mobility 1 is reduced. Even when the control unit 210 is a tablet computer or the like, the power consumption of the battery BA is reduced. Reduced. This leads to improved comfort for the occupants.

Further, the traveling route creation system according to the present embodiment, based on the second map data 122 indicating the step 122a or the slope 122b on which the personal mobility 1 can travel, the

control units

81 and 210 determine that the personal mobility 1 is the step 122a or the slope. When creating a traveling route that passes through 122b, a traveling route in which the approach angle with respect to the step 122a or the inclination 122b is 45 ° or more is created.

When the front wheel 10 or the rear wheel 20 of the personal mobility 1 is an omnidirectional wheel, the approach angle, that is, when the acute angle γ formed by the vehicle longitudinal direction of the personal mobility and the extending direction such as a step is small, the omnidirectional wheel is It is easy to move in an unintended direction when entering a step. A similar phenomenon may occur when the front wheel 10 or the rear wheel 20 of the personal mobility 1 is another wheel. In the above configuration, the

control units

81 and 210 create a traveling route in which the angle of entry to the step 122a or the inclination 122b is 45 ° or more. For this reason, unintended movement of the personal mobility 1 at the time of entering the step 122a or the inclination 122b can be suppressed, which leads to improvement in comfort of the occupant.
The entry angle is more preferably 60 ° or more.

In the present embodiment, the

control units

81 and 210 create a travel route in which the angle of entry into the step 122a is equal to or less than 85 °.
Depending on the specifications of the personal mobility 1, the state of the step 122a, and the like, when the angle of entry to the step 122a is 90 °, the impact applied to the personal mobility 1 may be large. By using this configuration, the angle of entry into the step 122a becomes 85 ° or less, and the comfort of the occupant can be improved.

In the present embodiment, the personal mobility 1 includes a sensor in which an area outside the width direction of the front wheel 10 falls within the detection range DA, and the

control units

81 and 210 use the detection result of the sensor to generate the step 122a or the inclination. The personal mobility 1 is controlled so that the angle of entry into the 122b is 45 ° or more.
With this configuration, the relationship between the step 122a or the inclination 122b and the front wheel 10 can be grasped based on the detection result of the sensor. For this reason, it is possible to ensure that the entry angle when the front wheel 10 enters the step 122a or the inclination 122b is 45 ° or more.

In the present embodiment, the front wheel 10 or the rear wheel 20 is an omnidirectional wheel.
Since the omnidirectional wheels may move more than expected in the width direction unlike ordinary wheels, the object existing in the area outside the omnidirectional front wheels 10 or the rear wheels 20 in the width direction may be compared with the front wheels 10 or the rear wheels 20. It is advantageous to be able to reliably grasp the relationship between the front wheel 10 and the rear wheel 20 in controlling the approach angles of the front wheel 10 and the rear wheel 20 to the target.

1 Personal mobility 10 Front wheel (wheel)
11 axle (wheel)
DESCRIPTION OF SYMBOLS 12 Suspension 13 Roller 14 Hub 20 Rear wheel 30 Mobility main body 31 Body 32 Base part 33 Seat support part 40 Seat unit 43 Control arm 43a Armrest 44 Operation part 44a Operation lever 45 Setting part 46 Notification device 47 Pole 50 Motor 60 Control unit 70 Motor Driver 80 Control device 81 Control unit 82 Storage device 82a Travel control program 82b Avoidance control program 82c Travel route creation program 90 Stereo camera (sensor)
91 lens unit 92 camera body 93 image sensor 95 tilt sensor 100 server 110 control unit 120 storage device 121 first map data 122 second map data 123 passing point setting program 130 transmission / reception unit 200 terminal device 210 control unit 220 storage device 230 Transmitter / receiver 240 Display device 250 Input device DA Detection range

Claims

A travel route creation system for creating travel routes for personal mobility,
Based on the map data indicating the step or inclination at which the personal mobility can travel, when the personal mobility creates a traveling route that passes through the step or the inclination, the entry angle to the step or the inclination is 45 ° or more. A travel route creation system, comprising: a control unit that creates the travel route.
2. The travel route creation system according to claim 1, wherein the control unit creates the travel route such that the angle of approach to the step is equal to or less than 85 °. 3.
Personal mobility including a sensor in which an area outside the width direction of the front wheel falls within a detection range,
A personal mobility, comprising: a control unit that controls the personal mobility so that an angle of entry to a step or an inclination is 45 ° or more using a detection result of the sensor.